Smart-charging apparatus for use with electric-vehicle-sharing stations

ABSTRACT

Systems for use in connection with custom powering of a vehicle that includes a charging station track and a charging base positioned at or along the charging station track at an available parking position. The system a controller having a processing hardware unit and a non-transitory storage device comprising computer-executable code that when executed causes the processing hardware unit performs operations including (i) receiving a power level indicating a current power level of the vehicle and/or a time stamp indicating an arrival time of the vehicle to a location proximate to the charging station track, (ii) sending a first signal to the vehicle causing the vehicle to move to the available position along the charging station track, (iii) charging the vehicle to a predetermined power level using the charging base, and (iv) sending a second signal to the vehicle causing the vehicle to move out of the available position at the charging station.

CROSS REFERENCE

The present application is a continuation-in-part of U.S. patentapplication Ser. No. 15/425,766, filed on Feb. 6, 2017.

TECHNICAL FIELD

The present disclosure relates generally to apparatus facilitatingsharing electric vehicles and, more particularly, to smart-chargingapparatus with systems for reserving and intelligently charging sharedelectric vehicles.

BACKGROUND

This section provides background information related to the presentdisclosure which is not necessarily prior art.

Vehicle-sharing arrangements allow multiple users obtain rights to use avehicle part-time, and are gaining popular.

By mobile phone applications, users reserve a vehicle for a shared use,similar to conventional applications for arranging vehicle rentals.

Some shared-vehicle lots include electric vehicles (EVs). EVs, includingextended-range electric vehicles (EREVs) and hybrid electric vehicles(HEVs), have an energy storage system, or battery, requiring periodiccharging. The energy storage systems are charged by a lot power sourcesuch as an alternating-current (AC) or a direct current (DC) supply linewhen the EVs are parked at the shared-vehicle lot.

SUMMARY

There is a need for smart-powering apparatus, such as smart-chargingapparatus, for efficiently charging and/or fueling vehicles such as EVsfor shared uses. Efficient charging includes not overcharging a vehicle.

Efficient charging may include, for instance, not charging an EV havinga power level allowing three hours of driving when the next user will beusing the vehicle for only one hour. Or, charging an EV having two and ahalf hours of power to only a three and one quarter-hour level when thenext user only needs the vehicle for three hours.

Managing charging in the disclosed ways has various benefits. Onebenefit is conservation of power, by using less source energy tocharge/fuel the vehicles in the lot. Also, using less energy may benefitthe environment, such as by decreasing a carbon footprint, or otherecological measure, of the vehicle lot.

In various embodiments, the technology includes systems for use inconnection with custom powering of a vehicle. The system, in variousembodiments includes a charging station track and a charging basepositioned at or along the charging station track. In some embodiments,the charging base is positioned at an available parking position. Insome embodiments, the charging base is movable (e.g., by a controller)along the charging track to any parking position proximal to thecharging station track. In some embodiments, there is more than onecharging station positioned along the charging station track, and eachcharging base is movable (e.g., by a controller) along the track to andable to be positioned at various parking positions proximate to thetrack.

The technology further includes a controller having a processinghardware unit and a non-transitory storage device comprisingcomputer-executable code. When the computer-executable code is executed,the processing hardware unit performs operations including (i) receivinga power level indicating a current power level of the vehicle and/or atime stamp indicating an arrival time of the vehicle to a locationproximate to the charging station track, (ii) sending a first (e.g.,drive in) signal to the vehicle causing the vehicle to move to theavailable position along the charging station track, (iii) charging thevehicle to a predetermined power level using the charging base, and (iv)sending a second (e.g., drive out) signal to the vehicle causing thevehicle to move out of the available position at the charging station.

In some embodiments, the receiving operation also includes receiving adesired pick up time from the user that determines when the first signalis sent to the vehicle.

In some embodiments, the vehicle is one of a plurality of vehicles. Insome particular embodiments, the first signal is sent to the vehiclebased on the time stamp of the vehicle preceding time stamps of othervehicles of the plurality. In other particular embodiments, the firstsignal is sent to the vehicle based on the current power level of thevehicle being lower than current power levels of other vehicles of theplurality.

In some embodiments, the second signal causes the vehicle to move to awaiting area comprising one or more parking spaces available for storageof a vehicle. In some embodiments, the second signal is sent to thevehicle when the vehicle reaches a maximum charge. In other embodiments,the second signal is sent to the vehicle when the vehicle reaches acharge predetermined by the owner or other source (e.g., controlleralgorithm).

In some embodiments, the predetermined power level is based one or morefactors such as a desired pick up time, an amount of power needed forthe vehicle to reach a subsequent destination, an environmentalcharacteristic in the area corresponding to the desired use, a trafficcondition in an area corresponding to the desired use, a road conditionin the area corresponding to the desired use, and an expected type ofdriving for the vehicle use.

In various embodiments, the technology includes methods for use inconnection with custom powering of a vehicle. The method, in variousembodiments includes (i) receiving, by a controller comprising aprocessing hardware unit and a non-transitory storage device, a powerlevel indicating a current power level of the vehicle and a time stampindicating an arrival time of the vehicle to a location proximate to thecharging station track, (ii) sending, by the controller, a first signalto the vehicle causing the vehicle to move to an available parkingposition along a charging station track, (iii) charging, using acharging base positioned along the charging track at or near theavailable parking position, the vehicle to a predetermined power level,and (iv) sending, to the vehicle, a second signal causing the vehicle tomove out of the available position at the charging station.

Various aspects of the present technology include non-transitorycomputer-readable storage devices, processing units, and algorithmsconfigured to perform any of the operations described.

Other aspects of the present technology will be in part apparent and inpart pointed out hereinafter.

DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates schematically an arrangement for smart-chargingshared electric vehicles, including a remote server in communication byway of a communication system with a smart-charging station and a userdevice.

FIG. 2 illustrates schematically components of the smart-chargingstation of FIG. 1, according to embodiments of the present technology.

FIG. 3 shows an example omnibus process including sub-processes forperforming functions of the present technology.

FIG. 4 illustrates schematically an arrangement for smart-chargingshared electric vehicles while utilizing autonomous driving functions.

FIG. 5 shows an example autonomous charging process for the arrangementof FIG. 4.

The figures are not necessarily to scale and some features may beexaggerated or minimized, such as to show details of particularcomponents.

DETAILED DESCRIPTION

As required, detailed embodiments of the present disclosure aredisclosed herein. The disclosed embodiments are merely examples that maybe embodied in various and alternative forms, and combinations thereof.As used herein, for example, exemplary, and similar terms, referexpansively to embodiments that serve as an illustration, specimen,model or pattern.

In some instances, well-known components, systems, materials orprocesses have not been described in detail in order to avoid obscuringthe present disclosure. Specific structural and functional detailsdisclosed herein are therefore not to be interpreted as limiting, butmerely as a basis for the claims and as a representative basis forteaching one skilled in the art to employ the present disclosure.

I. Technology Introduction

The present disclosure describes, by various embodiments, smart-chargingapparatus with systems for reserving shared electric vehicles.

While select examples of the present technology describe transportationvehicles or modes of travel, and particularly automobiles, thetechnology is not limited by the focus. The concepts can be extended toa wide variety of systems and devices, such as other transportation ormoving vehicles including aircraft, watercraft, trucks, busses,trolleys, trains, commercial or manufacturing equipment (a forklift, forexample), construction machines, and agricultural machinery, the like,and other.

While select examples of the present technology relate to EVs,generally, including EREVs, the technology can be used with partiallyelectric vehicles, such as HEVs.

In contemplated embodiments, the technology is used with vehicles thatare not EVs, such as fully gasoline-fueled vehicles. Electrical-chargingcomponents can be supplemented with other-fuel components, such as forHEVs, or replaced with such other-fuel components, such as componentsfor providing gasoline.

While select examples of the present technology describe an applicablepower as electricity, and smart-charging electric vehicles, thetechnology may be applied to other power bases, such as gasoline. Thedescriptions provided regarding electric charging may be appliedanalogously to use with any type of vehicle including hybrid and fullygasoline-fueled vehicles.

II. Smart-Charging Arrangement—FIG. 1

Turning now to the figures and more particularly the first figure, FIG.1 shows an arrangement 100 for smart-charging shared electric vehicles110, including a remote system 120 in communication by way of acommunication system 130 with a smart-charging station 140 and a userdevice 150.

The smart-charging station 140 includes a charging controller 142, andother charging components 250 (FIG. 2), such as charging-facilitatinghardware. The other charging components 250 may include, for instance, acharging base 144, which can include a charging robot, movable in someembodiments along a charge-station track 146 and a charging connector148, including an end effector, or port, for connecting to the vehicles110.

Example features for the smart-charging station 140 are described inU.S. Published Patent Application No. 2014-0354229. Any of the featuresdescribed therein may be used with the present technology and areincorporated herein as exemplary, not required, configurations andmethods. The features are thus not all described expressly herein. Forinstance, the charge-station track 146 of the present technology cancome in any of a variety of arrangements, such as a ground orvehicle-level track, and an overhead or high-level track, as describedin the '229 publication.

The charging controller 142, of the smart-charging station 140 of thepresent technology, includes novel and non-obvious features.

The charging controller 142 receives a signal, message, or othercommunication from any or each EV 110 indicating a power level of the EV110. The signal is in some implementations sent by the EV 110 inresponse to a charge-level inquiry or request communication beingreceived at the EV 110 from the charging controller 142.

The charging controller 142 and the vehicles 110 are in variousembodiments configured for wireless communications between them.Wireless structures and protocols, such as the Bluetooth standard, thatcan be used are described more below.

While wireless communications would typically be more efficient andflexible for communications between the charging controller 142 andvehicles 110, in a contemplated embodiment, the charging controller 142and the EV 110 are configured to communicate with each other by a wiredconnection, such as by way of a communication line that is connected toor part of the charging connector 148. Shortcomings of wiredcommunications include the need to plug-in.

The charging controller 142 includes or is connected to a power source,such as an AC power source, for use in charging the EVs 110.

In various embodiments, the charging station 140 includes more than onecharging base 144 moving along one or more tracks 146.

For embodiments in which the charging base 144 is computer controllable,such as to move along the track(s) 146, the charging controller 142 isconfigured to control the charging base 144 accordingly. The chargingcontroller 142 comprises, for instance, computer-executable code storedat a controller storage device that, when executed by a processing unitof the charging controller 142, controls at least position of thecharging base 144 on the track 146.

For embodiments in which the charging base 144 includes robotics, orautomated components or machinery, the charging controller comprisescomputer-executable code that, when executed by a processing unit of thecharging controller 142, controls the charging base 144 accordingly. Thecontroller 142 thus in various embodiments controls positioning of thecharging base 144 along the track(s) 146 to a selective EV(s), and invarious embodiments controls automated componentry of the base 144 toconnect the base 144 to the EV 110 using the charging connector 148,which may also be controlled by the automated componentry.

While automated operation is preferred in most embodiments, incontemplated implementations, any of the connecting steps, such asmoving the charging base 144 and connecting the charging connector 148(e.g., end effector, or port) to the EV 110 may be performed manually.

Potential user devices 150 include a user tablet, laptop, desktopcomputer, a user smartphone, as illustrated by way of example, or a userwearable device, such as smart eye glasses or a smart watch. The remotedevice(s) 120 are in various embodiments nearby the EV 110, remote tothe vehicle, or both.

The remote device(s) 120 can be configured with any suitable structurefor performing the operations described herein. Example structureincludes any or all structures like those described in connection with acomputing device of the EV 110.

The remote system 120 includes, for instance, a processing unit, astorage medium comprising units or modules, a communication bus, and aninput/output communication structure. These features are consideredshown for the remote system 120 by FIG. 1 and the cross-referenceprovided by this paragraph.

Example remote systems 120 include a remote server—for example, anapplication server—or a remote data, customer-service, and/or controlcenter. A user computing or electronic device 150, such as a smartphone,is typically also remote to the EV 110, and in communication with theremote system 120 by way of the Internet or other communication network130.

Regarding the remote system 120 An example control center is the OnStar®control center, having facilities for interacting with vehicles andusers, whether by way of the vehicle or otherwise (for example, mobilephone) by way of long-range communications, such as satellite orcellular communications. ONSTAR is a registered trademark of the OnStarCorporation, which is a subsidiary of the General Motors Company.

While the structure of FIG. 2 is described primarily in connection withthe example context of a charging station 140, other apparatus describedherein, such as user devices 150, e.g., smartphone, or a remote serveror computer system 120 may include any analogous structure. Eachcomputing device referenced herein, such as a remote system 120, thecharging controller 142—a user device 150, for instance, including acomputer-readable storage device, for instance, with a processor, aninput/output component such as a transceiver, etc.

The arrangement 100 may be used in any of a wide variety of contexts,such as a vehicle-loan or car-rental arrangement, a vehicle-fleetarrangement, or a dealership/vehicle-maintenance arrangement that loansor rents vehicles to customers having their other car serviced, and needto use an EV 110 temporarily, or who are considering purchasing an EV110.

III. Example Smart-Charging Station Architecture—FIG. 2

FIG. 2 illustrates schematically hardware and software components,according to embodiments of the present technology. The architecture 200may be that of the smart-charging station 140 of FIG. 1, including thecontroller system 142, for instance.

The structure shown can also represent any of the computing devicesdescribed herein, such as the remote system 120, the user device 150,each EV 110, as described further below.

The controller system 142 can be referred to by other terms, such ascomputing apparatus, controller, controller apparatus, or suchdescriptive term, and can be or include one or more microcontrollers, asreferenced above.

The controller system 142 is, in various embodiments, part of thementioned greater system 140, such as the smart-charging station.

The controller system 142 includes a hardware-based computer-readablestorage device 201 and a hardware-based processing unit 210. Theprocessing unit 210 is connected or connectable to the computer-readablestorage device 201 by way of a communication link 220, such as acomputer bus or wireless components.

The processing unit 210 can be referenced by other names, such asprocessor, processing hardware unit, the like, or other.

The processing unit 210 can include or be multiple processors, whichcould include distributed processors or parallel processors in a singlemachine or multiple machines. The processing unit 210 can be used insupporting a virtual processing environment.

The processing unit 210 can include a state machine, applicationspecific integrated circuit (ASIC), or a programmable gate array (PGA)including a Field PGA (FPGA), for instance. References herein to theprocessing unit executing code or instructions to perform operations,acts, tasks, functions, steps, or the like, could include the processingunit performing the operations directly and/or facilitating, directing,or cooperating with another device or component to perform theoperations.

In various embodiments, the data storage device 201 is any of a volatilemedium, a non-volatile medium, a removable medium, and a non-removablemedium.

The term computer-readable media and variants thereof, as used in thespecification and claims, refer to tangible storage media. The media canbe a device, and can be non-transitory.

In some embodiments, the storage media includes volatile and/ornon-volatile, removable, and/or non-removable media, such as, forexample, random access memory (RAM), read-only memory (ROM),electrically erasable programmable read-only memory (EEPROM), solidstate memory or other memory technology, CD ROM, DVD, BLU-RAY, or otheroptical disk storage, magnetic tape, magnetic disk storage or othermagnetic storage devices.

The data storage device 201 includes one or more storage units ormodules 202 storing computer-readable code or instructions executable bythe processing unit 210 to perform the functions of the controllersystem 142 described herein. The units or modules and functions aredescribed further below in connection with FIG. 3.

The data storage device 201 in some embodiments also includes ancillaryor supporting components 204, such as additional software and/or datasupporting performance of the processes of the present disclosure, suchas one or more user profiles or a group of default and/or user-setpreferences.

As provided, the controller system 142 also includes a communicationsub-system 230 for communicating with local and external devices andnetworks 120, 130, 150. The communication sub-system 230 in variousembodiments includes any of a wire-based input/output (i/o) 232, atleast one long-range wireless transceiver 234, and one or more short-and/or medium-range wireless transceivers 236.

The component 238 is shown by way of example to emphasize that thesystem can be configured to accommodate one or more other types of wiredor wireless communications.

The long-range transceiver 234 is in some embodiments configured tofacilitate communications between the controller system 142 and asatellite and/or a cellular telecommunications network, which can beconsidered also indicated schematically by reference numeral 40.

The short- or medium-range transceiver 236 is configured to facilitateshort- or medium-range communications, such as communications with othervehicles, in vehicle-to-vehicle (V2V) communications, and communicationswith transportation system infrastructure (V2I). Broadly,vehicle-to-entity (V2X) can refer to short-range communications with anytype of external entity (for example, devices associated withpedestrians or cyclists, etc.).

To communicate V2V, V2I, or with other extra-vehicle devices, such aslocal communication routers, etc., the short- or medium-rangecommunication transceiver 236 may be configured to communicate by way ofone or more short- or medium-range communication protocols. Exampleprotocols include Dedicated Short-Range Communications (DSRC), WI-FI®,BLUETOOTH®, infrared, infrared data association (IRDA), near fieldcommunications (NFC), the like, or improvements thereof (WI-FI is aregistered trademark of WI-FI Alliance, of Austin, Tex.; BLUETOOTH is aregistered trademark of Bluetooth SIG, Inc., of Bellevue, Wash.).

By short-, medium-, and/or long-range wireless communications, thecontroller system 142 can, by operation of the processor 210, send andreceive information, such as in the form of messages or packetized data,to and from the vehicles 110 at the charging station 140 communicationnetwork(s) 130 or non-vehicle devices 150.

The apparatus 140 may also include various suitable output componentscontrolled by the controller system 142 for performing the operationsdescribed herein. Example output components 140 include components ofthe base or robot 146, of the track 144, of the end effector 148, and acharging switch 252 used to control power delivered selectively to an EV110 that the base 144 is connected to.

IV. Flow Diagram—FIG. 3

FIG. 3 shows an example omnibus process 300 including sub-processes 310,320, 330, 340 for performing functions of the present technology. Theprocesses incorporate various suitable algorithms for performing thesubject functions.

Though a single, omnibus flow 300 is shown for simplicity, as areindividual sub-processes 310, 320, 330, 340, any of the functions oroperations thereof can be in one or more processes, sub-processes,routines, or sub-routines, using one or more algorithms, performed byone or more devices or systems.

It should be understood that steps, operations, or functions of theprocesses are not necessarily presented in any particular order and thatperformance of some or all the operations in an alternative order ispossible and is contemplated. The processes can also be combined oroverlap, such as one or more operations of one of the processes beingperformed in the other process.

The operations have been presented in the demonstrated order for ease ofdescription and illustration. Operations can be added, omitted and/orperformed simultaneously without departing from the scope of theappended claims. It should also be understood that the illustratedprocesses can be ended at any time.

In various embodiments, some or all operations of the processes and/orsubstantially equivalent operations are performed by one or morecomputer processors, such as the processor of the correspondingapparatus—e.g., the hardware-based processing unit 210 regardingoperations of the charging-station controller 142—executingcomputer-executable instructions, which may be arranged in modules asdescribed and stored on a non-transitory computer-readable storagedevice of the corresponding apparatus—e.g., the data storage device 201regarding the operations of the charging-station controller 142.

The sub-processes 310, 320, 330, 340 correspond as shown to algorithmsand operations of the user device 150, the remote system 120, thesmart-charging station 140, and the electric vehicle (EV) 110,respectively.

In various contemplated embodiments, any of the functions shown at oneof the devices 110, 120, 140, 150 may performed by another device. Forinstance, determining vehicle options, based on reservation requestdata, may be performed at the application of the user device 110 or atthe smart-charging station 140, instead of at the remote server 120, atblock 324.

At block 312, the user device 150—e.g., a tangible processor thereof,executing computer-executable code thereof—receives input indicating adesired pick-up time and a desired drop-off time. In variousembodiments, desired pick-up and drop off time(s) indicated by the userare represented by a range of potential times. The input is receivedfrom a user of the device, for instance.

At block 314, the user device 150 receives at least one desired pick-uplocation (314), at which the user would like to pick up the EV 110 fortheir use. The input may be received from a user of the device.

In a contemplated embodiment, the data includes a desired drop-offlocation. In some implementations, the pick-up and drop-off location arenot the same. A user may want to pick up an EV 110 from a firstlocation, for instance, such as from a first EV lot at a first airportin a metropolitan area that the user flew into, and later drop off at asecond location, such as a second EV lot at a second airport from whichthe user will fly out of.

The user device computer-readable code in various embodiments includes avehicle-reserving application performing steps shown at the device 150.Or the user may access the vehicle-reserving application online via abrowser from the user device 150.

The person indicating the pick-up and location is in someimplementations not the person to drive or ride in the EV 110. Theperson can be, for instance, an assistant, parent, or supervisor of aperson to drive the EV 110, or a driver to drive the person in the EV110.

For embodiments in which the subject EVs 110 are part of a shared fleet,such as a fleet for delivering packages or driving passengers, thepick-up time and location, or at least the pick-up time, may be enteredby a person other than the driver or a passenger of the EV 110. Ascheduling or dispatch computer system may indicate the time at block312, for instance, and also the location in some implementations.

In some embodiments, the user enters the location(s) first, and thevehicle-reserving application returns available time(s) from which theuser can choose. In some embodiments, the user enters a desired time(s)first, and the vehicle-reserving application returns availablelocation(s) from which the user can choose. Such feedback from theserver 120 is indicated by reference numerals 3211 and 3212.

At block 322, the tangible processor of the remote system 120, executingcomputer-executable code thereof, receives the time and location data313, 315, indicating the time and the location selected.

Further at block 322, the remote system 120 determines an estimated timeof use, based on the indicated pick-up time and drop-off time.

The remote system 120 is also in various embodiments programmed todetermine an estimated power usage, or estimated power consumption, forthe EV use being arranged. The programming may consider any suitablefactor(s).

The programming in various embodiments includes algorithms forcalculating the power expected to be used based on the time usedetermined, and in some embodiments includes a function of adding abuffer, or safety factor.

The programming in various embodiments provides a function ofcalculating likely drive distances with respect to time. The distanceexpectation is determined in some embodiments based on one or moreadditional factors such as time of day, time of year, pickup location,drop off location, driver profile characteristics, environmentalcharacteristics such as weather, or traffic, the like or other. Otherexample environmental characteristics include ambient temperature andwind speeds.

The required vehicle charge may be associated with at least a base orexpected vehicle configuration, as power depletion of an EV battery maybe affected by, for example, age or type of battery, or age or type ofvehicle, or known vehicle efficiency. A first EV needing to be used fortwo hours, for instance, does not need to be charged as much as a secondEV needing to be used in the same way for the same time period if thefirst vehicle is more efficient—e.g., has a higher miles/kWh economyrating. As another example, a newer or more modern battery and/or EV maybe more efficient than a battery and/or EV that is older or has an olderdesign, and the same can be considered in determining a charge levelneeded for the use. The required charge may be presented in variousvalues corresponding to respective configurations—e.g., various levelscorresponding to respective battery types, battery ages, vehicleefficiency, or combinations thereof.

As another example, the programming may consider planned vehicle loadduring the desired use in determining needed power level. The system maydetermine, such as by the user indicating, that the user plans to haulconstruction materials or two a small trailer, for instance. The addedweight effects power/fuel economy, and the programming may consider theeffect in estimating the needed power level for the planned EV use.

A user profile may indicate, for instance, that the particular usertypically, when checking out an EV from this location, or moreparticularly, from this location on Friday's, drives from the lotdirectly to a grocery store, then to a nursing home (to visit hergrandmother, for instance), and then returns directly to the lot twohours later.

Type of driving expected and pick-up and/or drop-off location data maybe related or the same. The remote-system programming can accommodate,for instance, that a car being picked up in the country will likely bedriven differently—e.g., more highway or longer roads without stops—thandowntown driving—more stops, less distance, for instance.

In contemplated embodiments, the remote system 120 receives from theuser device 150, and/or generates, data indicative of an intended use ofthe EV 110. The use data may also be used in determining an estimatedpower usage for the EV use being arranged. The driver may indicate viathe user device 150 that they plan to drive the vehicle 45 miles, forexample.

Or the user may indicate that they intend to drive from the airport lotto a particular hotel, to a certain restaurant, to a given stadium, andthen back to the hotel before heading back to the airport, for instance,which can be translated to the expected distance to be driven.

In some implementations, the user provides an indication of the amountof time they intend to use the EV 110. While they may be checking outthe vehicle for two days, for example, they may indicate that they onlyplan to drive for a few hours on the first day and only one hour on thesecond day.

Expected driving distance and/or time can also be determined based oncontext such as user itinerary, user driving history or pattern(s),other driver history or patterns, other big data factors, etc.

In any event, the remote system 120 can determine an estimated powerusage based on time and/or distance data.

The remote-system programming in various embodiments causes the remotesystem 120 to determine the safety factor based on typical driver ordriving characteristics. The characteristics may indicate, for instance,how (e.g., distance, time, locations) that a typical driver drives undersome like circumstances—location, time of day, time of year, type ofdriver (e.g., age, profession, other demographic data), the like orother.

The programming may cause the remote system 120 to use typical-driverdata indicating, for instance, that drivers under one or more similarcircumstance factors (e.g., location or time of pickup) tend to drive anaverage of 40 minutes out of every hour that they have the vehiclechecked out. Based on the typical-driver data, the remote system 120 maydetermine that vehicle must be charged to at least a power levelallowing for driving at least 50 minutes for every hour that the vehicleis checked out. The determination may be disregarded or adjusted in somecircumstances, such as a known user itinerary, traffic, weather, userhistoric driving data, the like, or other factors.

The remote-system programming may include a pre-set multiple,percentage, or similar factor, or be configured to cause the remotesystem 120 to determine such a factor. The factor may be, for instance,0.2, such that a 10 mile safety factor would be added to a 50 mileestimated driving distance. The same may concept can be used to add asafety factor of time to a selected reservation duration.

Or a safety factor can be added directly to an estimated powerlevel—e.g., adding need of 5% battery capacity. If a vehicle is at 50%,and the estimated need is 75%, for instance, the sum needed capacitywould be 80%.

In some embodiments, data received from the user device 150 includesother user preferences or profile information, such as vehicle type,class, make, or model preference—e.g., mid-size, SUV, Chevy Volt, ChevySpark, etc. Such preference information may be kept at a user profile,stored at the user device 150 or the remote system 120, such that theuser does not need to input the preference each time they book a vehicle110.

With continued reference to FIG. 3, at block 342, each, or at least aplurality, of the EVs 110 provides power-level data 343 to thesmart-charging station 140. The function may be performed by tangibleprocessors of the EVs 110 executing respective computer-executable codestored at a non-transitory computer-readable storage device thereof.

The power-level data 343 may be provided by the EVs 110 in response to arequest 331 from the charging station 140. The power-level data 343includes or is accompanied by an identifier, identifying the EV 110 fromwhich the power-level data 343 is provided. Any suitable identifier maybe used, such as a vehicle identification number (VIN), or other numberor code representing the EV 110.

In some embodiments, power-level data 343 from each EV 110 includes oris accompanied by data indicating whether the EV 110 is being chargedpresently. In a contemplated embodiment, the power station 140 adds datato the power-level data, such as data indicating whether the EVs 110 arebeing charged presently.

The power-level data 343 is processed at the smart-charging station 140and/or the remote system 120 in any suitable manner to accomplish thegoals of the present technology.

At block 332, the power station 140 receives the power-level data 343and passes it along to the remote system 120. Functions of the powerstation 140 and the remote system 120 are performed by respectivetangible processors thereof, executing computer-executable code storedat non-transitory computer-readable storage devices thereof.

In a contemplated embodiment, the EVs 110 send the power-level data 343directly to the remote system 120, without the power station 140intermediating. The sending may be made by way of any suitablecommunication network 130.

The charging station 140 in various embodiments sends power-level dataor a reformatted version thereof 333 ² in response to a trigger, such asa request 333 ¹ for the data 343 from the power station 140 or theremote system 120.

In contemplated embodiments, each EV 110 is programmed or instructed toprovide its power-level data 343 at certain times, such as periodically(every 15 or 30 minutes, for instance).

At block 324, the remote system 120 receives the EV power-level data 333₂. The remote system 120 at block 324 also receives estimated powerlevel consumption data 323, determined at block 322 based on reservationdata indicating, for instance pickup and drop off times.

Based on the power-level data 333 ₂ and the estimated power consumption323, the remote system 120 determines which EVs 110 are options for thedesired EV use. The vehicle options include those at the subject pick-uplocation having a sufficient power level for the planned use.

In a contemplated embodiment, the remote system 120 has access to dataidentifying vehicles that will be at the subject lot at the pickup time,but are not there yet. The power-level data 333 ₂ can indicate adiscounted level of power for each such EV, accounting for power useexpected between now and the time that the EV will be at the subjectlot.

In various embodiments, the remote system 120 is configured to determinethat an EV has a qualifying, sufficient power level if its power-leveldata 333 ² indicates a power level that is at least equal to theestimated power consumption 323.

Further, in some implementations, the remote system 120 is configured todetermine that an EV has a qualifying, sufficient power level if itspower-level data 333 ² indicates a power level that is at least equal tothe estimated power consumption 323 and the safety-factor amount ofpower described above. In these implementations, the estimated powerconsumption and the safety factor amount can be referred to collectivelyas the estimated power consumption.

The remote system 120 may categorize the EVs 110 having sufficient powerinto a first group, such as a first listing of vehicle identifiers(VID1).

The remote system 120, in some embodiments, determines, based on theestimated power consumption data 323, that an EV 110 has a qualifying,adequate power level (though not presently sufficient) if the remotesystem 120 the EV 110 has a power level allowing it to be charged beforethe pickup time to the sufficient power level.

In various embodiments, in determining which vehicles have adequatepower, the remote system 120 uses data indicative of a charging rate atsmart-charging station, or the speed at which the station can charge,along with estimated power usage data 323 and the EV power-levels data333 ².

The remote system 120 may categorize the EVs 110 that do not haveadequate power (not enough power to allow the EV to be chargedsufficiently in time for the planned use) into a second group, such as asecond listing of vehicle identifiers (VID2). And the system 120 maycategorize the EVs 110 having adequate power, thought yet sufficientpower, into a third group, such as a third listing of vehicleidentifiers (VID3).

The remote system 120 may also at this stage 324 determine a firstcharging sequence (CS1), for charging the adequately charged EVs (VID3),or the smart-charging station 140 may perform the operation at 334.

For cases in which the remote system 120 determines the chargingsequence (CS1), the remote system 120 sends the sequence (CS1) to thesmart-charging station 140 for execution (communication not representedby arrow in FIG. 3).

A benefit of executing such a first charging sequence (CS1) is that anyneeded charging of EVs 110 that may satisfy the user vehicle need can becommenced or at least queued. EVs having sufficient power (VID1)already, or not enough to be charged in time (VID2), are either notincluded in the charging sequence (CS1) determined, or are listed andassociated with an indication (e.g., a not-to-be-charged section of thesequence) that the EV does not need to be charged, or at least not inconnection with this user request for vehicle.

With continued reference to FIG. 3, at block 324, the remote system 120sends, to the user device 150, qualifying-EV data 325 indicating atleast the first group of EVs (VID1) regarding the subject pickuplocation. In some embodiments, the qualifying-EV data 325 also indicatesthe third group of EVs (VID3).

At block 316, the user device 150 receives the qualifying-EV data 325and presents the EV options (VID1; or VID1 and VID3) to the user, suchas via a tangible screen of the user device.

The user device 150 also receives selection of one of the EV optionsfrom the user at block 316, by way of a user-device interface such as atouch-sensitive screen, keyboard, or microphone of the user device.

The user device 150 communicates EV-selection data 317 to the remotesystem 120.

At block 326, the remote system 120 communicates the EV selection data,in the same format 317 or reformatted 327, to the smart-charging station140.

The smart-charging station 140 at block 334 either updates the firstcharging sequence (CS1) as needed, or implements a new chargingsequence, to accommodate the EV selection data 317, 327, yielding asecond charging sequence (CS2).

Or the smart-charging station 140 at block 334 determines that no changeto the charging sequence, or no new charging sequence, is needed.

For implementing the applicable charging sequence, as described aboveregarding the smart-charging station 140, and U.S. Published PatentApplication No. 2014-0354229, the station in various embodimentsincludes a charging controller 142, a charging base 144, which caninclude a charging robot, movable in various embodiments along acharge-station track 146, and a charging connector 148, including an endeffector, or port, for connecting to the vehicles 110.

The smart-charging station 140 implements the applicable chargingsequence—e.g., CS2—with respect to EVs 110 at the lot. The selected EV110 is either already charged sufficiently, or charged 334, 344 inaccordance with the applicable sequence by an amount and in time neededfor the use planned by the user of the user device 150.

As an example implementation of the charging sequence, assume that theselected EV 110 is EV4 out of 7 EVs (EV1-EV7), that EV2 is scheduled forpick up in two hours, that EV4 is scheduled to be picked up in fivehours, that EV 7 is scheduled to be picked up the next morning, and thateach of these EVs require some charging. The other EVs—EVs 1, 3, 5, and6—are either sufficiently charged, not being considered for pickup, ornot scheduled for pickup. The charging sequence could call for chargingEV2, first, then for EV4, second, and then EV7.

In some cases, the charging station 140 is configured to determine thatit is beneficial to charge a second vehicle before a first vehicle, eventhough the first vehicle is scheduled to be picked up first. This may bebecause, the first vehicle requires only a slight charging, and theprogramming determines that it is better to schedule the latter, larger,charging, later, such as when power rates are lower, or to have thesecond vehicle charged its needed power levels sooner, or have morevehicles at the lot charged to the respective needed power levelssooner.

The charging-station logic and/or the charging sequence determined maybe configured so that one or more efficiencies, such as power savings,cost savings, and savings in charging-machinery use, are accomplished inimplementing the charging sequence.

The charging station 140 may be programmed, in some embodiments, suchthat EVs that are sufficiently charged, or not scheduled be pickedup—e.g., EVs 1, 3, 5, and 6 in the example—those EVs are not charged inthe present sequence. By not charging vehicles that are not scheduledfor near-term use, power is saved.

As another example, assume a selected EV is charged to 25% power, andthat a user would like to use the EV for a time requiring only 10% ofthe power—e.g., to run a few errands. The vehicle thus does not need tobe charged for the use. Power is thus saved by not charging the vehiclebeyond what is needed. The vehicle will eventually need to be charged,but that may be done when the vehicle is returned, or at another lot,and possibly at a time when the charger is not needed to charge othervehicles and/or when power rates are lower.

If the charging station 140 is configured to charge more than onevehicle at a time, the applicable charging sequence and station logicmay determine which vehicles to charge simultaneously, or at times stillone at a time.

The sequence is in various embodiments configured to charge only EVs 110as needed. For instance, if an EV is initially at 30% charge, anexpected next use, later in the day, requires only 45% charge (e.g., 40%charge expected maximum use plus a 5% safety factor), then the EV needonly be charged to 45%, and not beyond. This allows the charger to beused sooner for charging other vehicles, and saves power andcharging-station machinery use (wear and tear) by not overcharging atthe time.

As referenced, the charging station logic and/or the charging sequencedetermined, in various embodiments, also considers savingsopportunities, such as ways to save power, money, and/or machine userelating to charging EVs 110. The charging station may, as able,schedule a charging for a time when cost of power is low, such as 2 a.m.to 5 a.m., for instance.

In these and other ways, benefits of the present technology includeminimizing or at least lowering charging cycle times, and time to chargeeach EV in many cases, and charging-machinery wear and tear.

Also in these ways, benefits of the present technology includeminimizing or at least lowering requirement or load on the power source,such as the electric grid, for charging vehicles and also possibly forpowering charging-related machinery. The charging station thus has asmaller power footprint, and saves cost and time, and charging-stationmachinery use (wear and tear), relating to charging vehicles at the lot,as compared to any conventional charging apparatus.

As also referenced, while select examples of the present technologyrelate to EVs, generally, including EREVs, the technology can be usedwith hybrid electric vehicles (HEVs). In contemplated embodiments, thetechnology is used with vehicles that are not EVs, such as fullygasoline-fueled vehicles, instead of EVs or along with EVs in the samelot. Electrical charging components can be supplemented with appropriatefueling components. For lots having HEVs, applicable charging and/orfueling components, for charging and/or fueling the HEVs are used.

Electric and/or other fuel chargers and/or pumps at the station 140,which may be automated, such as by being controlled by the mentionedcontroller and robot or other suitable arrangement.

For embodiments in which an EV 110 to be checked out by a user usesanother power source, such as gasoline, along with (hybrid vehicles) orinstead of electric power, processing analogous to the chargingoperations described above are used. The station 140 could prepare, forinstance, a charging-and-fueling sequence for lots including HEVs and/ornon-electric vehicles, based on the respective fuel/charging levels andthe estimated power (electric or fuel) level consumption data 323.

The process can end or any one or more operations of the process can beperformed again.

V. Alternative Smart-Charging Arrangement and Method—FIGS. 4-5

FIG. 4 shows a charging arrangement 400 for smart-charging sharedelectric vehicles 110, including a charging station 440 and a waitingarea 450. The charging station 440 is configured to charge one or moreelectric vehicles. The waiting area 450 is configured to store one ormore electric vehicles before and/or after charging is completed at thecharging station 440.

The charging station 440, similar to charging station 140 described inassociation with FIG. 1 may include a charging base 444 and acharge-station track 446.

In some embodiments, the charging base 444 is responsible for chargingthe vehicle 110 and a charging connector is not required. Utilizing thecharging base 444 without a connector allows autonomous andsemi-autonomous vehicle functions to move and position a vehicle forcharging at the charging station 440 with little to no involvement bythe driver.

In some embodiments, the charging base 444 is positioned on the groundand configured to allow for the vehicle to be positioned on top of or incontact with the charging base. For example, the charging base 444 mayallow for wireless charging (e.g., inductive charging), whereelectricity is transferred through an air gap from oneelectrically-conductive device (e.g., magnetic coil) located at or inthe charging base 444 to a second electrically-conductive device (e.g.,magnetic coil) located at the vehicle. In some embodiments, the vehiclemay be retrofitted with to allow for wireless charging (e.g.,aftermarket wireless adaptor).

In some embodiments, the charging station 440 and charging base 444 canbe a 1-to-1 ratio, as illustrated in FIG. 4. In other embodiments, thecharging base 444, has a 1-to-N ratio where one charging base suppliescharge to each space within the charging station (e.g., as illustratedin FIG. 1). In some embodiments the charging base 444 is controlled by acharging controller (not shown) and can to move along the track 446. Thecharging controller comprises, for instance, computer-executable codestored at a controller storage device that, when executed by aprocessing unit of the charging controller, controls at least positionof the charging base 444 on the track 446.

For embodiments in which the charging base 444 includes robotics, orautomated components or machinery, the charging controller comprisescomputer-executable code that, when executed by a processing unit of thecharging controller, controls the charging base 444 accordingly. Thecharging controller thus in various embodiments controls positioning ofthe charging base 444 along the track 446 to a selected electric vehicle110.

Similar to the charge-station track 146 described in association withFIG. 1, the charge-station track 446 can come in any of a variety ofarrangements, such as a ground or vehicle-level track, and an overheador high-level track.

As an illustrative example, FIG. 4 shows an available parking space 448within the charging station 440. Once the charging for a first vehicle1101 has completed, the vehicle 1101 moves (e.g., autonomous orsemi-autonomous driving functions) along a first path 452 to a firstparking space 462 in the waiting area 450. A vehicle 1102 is selectedfor charging and moves (e.g., autonomous or semi-autonomous drivingfunctions) from a second space 464 in the waiting area 450 along asecond path 454 to the available charging parking space 448 in thecharging station 440. Further details concerning the process associatedwith selecting a vehicle from the waiting area 450 for charging isdescribed in association with FIG. 5.

FIG. 5 is flow chart illustrating an example autonomous charging process500 of an electric vehicle using the charging arrangement of FIG. 4.

It should be understood that steps, operations, or functions of theprocesses are not necessarily presented in any particular order and thatperformance of some or all the operations in an alternative order ispossible and is contemplated. The processes can also be combined oroverlap, such as one or more operations of one of the processes beingperformed in the other process.

The operations have been presented in the demonstrated order for ease ofdescription and illustration. Operations can be added, omitted and/orperformed simultaneously without departing from the scope of theappended claims. It should also be understood that the illustratedprocesses can be ended at any time.

In various embodiments, some or all operations of the processes and/orsubstantially equivalent operations are performed by one or morecomputer processors, such as the processor of the correspondingapparatus (e.g., a hardware-based processing unit regarding operationsof the charging controller of the charging station) executingcomputer-executable instructions, which may be arranged in modules asdescribed and stored on a non-transitory computer-readable storagedevice of the corresponding apparatus (e.g., a data storage deviceregarding the operations of the charging controller of the chargingstation).

The process 500 begins at 501 and proceeds to decision diamond 505,where the process 500 determines if a parking space is available at thecharging station 440 (e.g., available parking space 448).

If no parking space is available at the charging station 440 (e.g., path510), the process moves to block 520 where the uncharged vehicle isparked in an available parking space at the waiting area 450. In someembodiments, the vehicle 110 is parked utilizing autonomous orsemi-autonomous features of the vehicle 110 to position the vehicle 110in an empty parking space at the waiting area 450.

When a parking space becomes available the vehicle 110 parked at thewaiting area 450 is moved. The process moves along path 525 to decisiondiamond 505.

If a parking space is available at the charging station 440 (e.g., path515), the process moves to block 530 where the controller selects avehicle from the waiting area 450 to be charged. Specifically, when aparking space is available, the charging station 440 (e.g., using acontroller) will communicate a “drive in” signal to the vehicle 110(e.g., V2X communication).

In some embodiments, the process selects the vehicle to be charged nextvehicle to be charged is selected based on a “first come, first serve”sequence algorithm executed by the controller. In some embodiments, thevehicle is provided with a time stamp (e.g., V2X in communication withthe charging arrangement 400) to denote the time at which the vehiclearrives at the charging arrangement 400 and proceeds to the waiting area450 to await charging. For example, a first vehicle that arrives to becharged at the charging arrangement 400 is given a first time stamp.Where no space is available at the charging station 440, the firstvehicle proceeds to the waiting area 450. A second vehicle that arrivesto be charged at the charging arrangement 400 after the first vehicle isgiven a second time stamp subsequent to the first time stamp. When anavailable parking space 448 becomes available at the charging station440, the first vehicle is chosen for charging under the “first come,first serve” sequence based on the first time stamp.

In some embodiments, the process selects the vehicle to be charged nextvehicle to be charged is selected based on a predetermined chargingsequence algorithm (e.g., as described in association with FIG. 3). Insome embodiments, the predetermined charging sequence algorithmcorrespond as shown to algorithms and operations of the user device 150,the remote system 120, the smart-charging station 440, and the electricvehicle (EV) 110. Operations such as the pickup time, drop off time,current battery power level, required battery power level, estimatedbattery power consumption, etc. For example, a first vehicle thatarrives to be charged at the charging arrangement 400 prior to a secondvehicle. However, if the second vehicle has operations that may move upa priority number in the sequence, it is charged prior to the firstvehicle. For example, if the second vehicle pickup time is sooner thanthe pickup time of the first vehicle, the second vehicle will beselected for charging prior to the first vehicle. As another example, ifthe second vehicle requires power level that would take a greater amountof charging time than the first vehicle, the second vehicle will beselected for charging prior to the first vehicle. One of skill in theart would appreciate that multiple factors can be used to determine acharging priority vehicles in the waiting area 450.

Once the vehicle to be charged has been selected, the process moves toblock 540 where the uncharged vehicle 110 is moved to the availableparking space 448 in at the charging station 440. In some embodiments,the vehicle 110 is parked in the available parking space 448 utilizingautonomous or semi-autonomous features of the vehicle 110 to positionthe vehicle 110 in the available parking space 448.

At block 550, the vehicle is charged according to specifications of thevehicle (e.g., as communicated by the V2X). For example, a vehicle maybe charged for a predetermined amount of time or until the vehiclereaches predetermined power level.

At decision diamond 560, the process determines if charging for thevehicle is complete. Specifically, the process determines if thespecifications of the vehicle (e.g., as communicated by the V2X) havebeen met. If charging is not complete (e.g., predetermined amount oftime has not passed or the required battery power level is not reached)(e.g., path 555), the process continues charging at block 560.

In some embodiments, charging is determined to be complete when thevehicle recharges completely (i.e., 100% of battery capacity). In otherembodiments, charging is determined to be completed when the vehiclereaches a charge predetermined by the owner. For example, the ownerspecifies that the vehicle should be charged to 50% of the vehiclecapacity. An owner may specific that the vehicle be charged to aspecific capacities in situations where the owner would like to conserveresources (e.g., reduce energy consumption) or the owner is limited intime (e.g., owner expects to need the vehicle a short time afterarrival). In yet other embodiments, charging is determined to becomplete when the vehicle reaches a charge predetermined by anothersource, the predetermined charging sequence algorithm described inassociation with FIG. 3. For example, the controller determines thevehicle is charged complete when it has reached a 75% of the vehiclecapacity. As discussed above, the amount of charging required for avehicle include factors that estimate anticipated power usage of thevehicle such as the time use determined, drive distance, time of day,time of year, location of pickup, location of drop off, driver profilecharacteristics, environmental characteristics (e.g., temperature, windspeed, altitude) such as weather, or traffic, the like or other.

If charging is complete (e.g., predetermined amount of time has passedor the required battery power level has been reached) (e.g., path 567),the process moves to block 570 where the charged vehicle 110 moves fromthe parking space. Specifically, when charging is completed, thecharging station 440 (e.g., using a controller) will send a “drive out”signal to the vehicle 110 (e.g., V2X communication).

In some embodiments, at block 580, the charged vehicle moves to thedesignated waiting area 450 until the driver is ready to retrieve thevehicle. In some embodiments, the vehicle 110 is moved utilizingautonomous or semi-autonomous features of the vehicle 110 to positionthe vehicle 110 in an empty parking space at the waiting area 450.

The process may end at 590 or repeat at 501 or other subsequentoperation.

VI. Select Advantages

Many of the benefits and advantages of the present technology aredescribed above. The present section restates some of those andreferences some others. The benefits described are not exhaustive of thebenefits of the present technology.

Managing vehicle reservations and charging in the ways provided hereinhas various benefits. One benefit is conservation of power, in usingless source energy, to charge vehicles and/or power charging-relatedmachinery, in temporary-use vehicle lots. Example temporary usesincluding renting, borrowing, sharing, uses by which the user does notown, or at least does not fully own the vehicle.

In addition to saving cost, using less energy can benefit theenvironment, such as by decreasing a load on the power grid or source,and so a carbon footprint, or other ecological measure, for vehiclecharging lots.

The technology can also limit use of charging-station machinery, and sowear and tear, relating to charging vehicles.

The automated features described, such as the automated chargingcontrols and machinery, save personnel time and energy by implementingcharging schedules automatically.

VI. Conclusion

Various embodiments of the present disclosure are disclosed herein. Thedisclosed embodiments are merely examples that may be embodied invarious and alternative forms, and combinations thereof.

The above-described embodiments are merely exemplary illustrations ofimplementations set forth for a clear understanding of the principles ofthe disclosure.

References herein to how a feature is arranged can refer to, but are notlimited to, how the feature is positioned with respect to otherfeatures. References herein to how a feature is configured can refer to,but are not limited to, how the feature is sized, how the feature isshaped, and/or material of the feature. For simplicity, the termconfigured can be used to refer to both the configuration andarrangement described above in this paragraph.

Directional references are provided herein mostly for ease ofdescription and for simplified description of the example drawings, andthe systems described can be implemented in any of a wide variety oforientations. References herein indicating direction are not made inlimiting senses. For example, references to upper, lower, top, bottom,or lateral, are not provided to limit the manner in which the technologyof the present disclosure can be implemented. While an upper surface maybe referenced, for example, the referenced surface can, but need not be,vertically upward, or atop, in a design, manufacturing, or operatingreference frame. The surface can in various embodiments be aside orbelow other components of the system instead, for instance.

Any component described or shown in the figures as a single item can bereplaced by multiple such items configured to perform the functions ofthe single item described. Likewise, any multiple items can be replacedby a single item configured to perform the functions of the multipleitems described.

Variations, modifications, and combinations may be made to theabove-described embodiments without departing from the scope of theclaims. All such variations, modifications, and combinations areincluded herein by the scope of this disclosure and the followingclaims.

What is claimed is:
 1. A system, for use in connection with custompowering of a vehicle, comprising: a charging station track; at leastone charging base positioned at or along the charging station track atan available parking position along the charging station track; and acontroller comprising: a processing hardware unit; and a non-transitorystorage device comprising computer-executable code that, when executedby the processing hardware unit, causes the processing hardware unit toperform operations comprising: receiving, from the vehicle, a powerlevel indicating a current power level of the vehicle and a time stampindicating an arrival time of the vehicle to a location proximate to thecharging station track; sending, to the vehicle, a first signal causingthe vehicle to move to the available position along the charging stationtrack; charging, using the charging base, the vehicle to a predeterminedpower level; and sending, to the vehicle, a second signal causing thevehicle to move out of the available position at the charging station.2. The system of claim 1, further comprising a charging base positionedat or along the charging station track at each parking position of aplurality of parking positions along the charging station track.
 3. Thesystem of claim 1, wherein second signal causes the vehicle to move to awaiting area comprising one or more parking spaces available for storageof a vehicle.
 4. The system of claim 1, wherein the vehicle is one of aplurality of vehicles and the first signal is sent to the vehicle basedon the time stamp of the vehicle preceding time stamps of other vehiclesof the plurality.
 5. The system of claim 1, wherein the vehicle is oneof a plurality of vehicles and the first signal is sent to the vehiclebased on the current power level of the vehicle being lower than currentpower levels of other vehicles of the plurality.
 6. The system of claim1, wherein the second signal is sent to the vehicle when the vehiclereaches a maximum charge.
 7. The system of claim 1, wherein thereceiving operation further comprises receiving, from a user, a desiredpick up time and the desired pick up time determines when the firstsignal is sent to the vehicle.
 8. The system of claim 1, wherein thepredetermined power level is based one or more factors selected from agroup consisting of: a desired pick up time; an amount of power neededfor the vehicle to reach a subsequent destination; an environmentalcharacteristic in an area corresponding to the desired use; a trafficcondition in the area corresponding to the desired use; a road conditionin the area corresponding to the desired use; and an expected type ofdriving for the desired use.
 9. A method, for use in connection withcustom powering a vehicle, comprising: receiving, by a controllercomprising a processing hardware unit and a non-transitory storagedevice, a power level indicating a current power level of the vehicleand a time stamp indicating an arrival time of the vehicle to a locationproximate to a charging station track; sending, by the controller, afirst signal to the vehicle causing the vehicle to move to an availableparking position along the charging station track; charging, using acharging base positioned along the charging track at or near theavailable parking position, the vehicle to a predetermined power level;and sending, to the vehicle, a second signal causing the vehicle to moveout of the available position at the charging station.
 10. The method ofclaim 9, wherein second signal causes the vehicle to move to a waitingarea comprising one or more parking spaces available for storage of avehicle.
 11. The method of claim 9, wherein the vehicle is one of aplurality of vehicles and the first signal is sent to the vehicle basedon the time stamp of the vehicle preceding time stamps of other vehiclesof the plurality.
 12. The method of claim 9, wherein the vehicle is oneof a plurality of vehicles and the first signal is sent to the vehiclebased on the current power level of the vehicle being lower than currentpower levels of other vehicles of the plurality.
 13. The method of claim9, wherein the second signal is sent to the vehicle when the vehiclereaches a maximum charge.
 14. The method of claim 9, wherein thereceiving further comprises receiving, by the controller from a user, adesired pick up time and the desired pick up time determines when thefirst signal is sent to the vehicle.
 15. The method of claim 9, whereinthe predetermined power level is based one or more factors selected froma group consisting of: a desired pick up time; an amount of power neededfor the vehicle to reach a subsequent destination; an environmentalcharacteristic in an area corresponding to the desired use; a trafficcondition in the area corresponding to the desired use; a road conditionin the area corresponding to the desired use; and an expected type ofdriving for the desired use.
 16. A system, for use in connection withcustom powering of vehicles, comprising: a charging station track; atleast one charging base positioned at or along the charging stationtrack at an available parking position along the charging station track;and a controller comprising: a processing hardware unit; and anon-transitory storage device comprising computer-executable code that,when executed by the processing hardware unit, causes the processinghardware unit to perform operations comprising: receiving, from each ofa plurality of vehicles, a power level indicating a current power levelof each vehicle and a time stamp indicating an arrival time of eachvehicle to a location proximate to the charging station track; selectinga designated vehicle within the plurality of vehicles for charging;sending, to the designated vehicle, a first signal causing thedesignated vehicle to move to the available position along the chargingstation track; causing the charging base to charge the designatedvehicle to a predetermined custom power level; and send a second signalcausing the designated vehicle to move out of the position at thecharging station; and
 17. The system of claim 16, the operations furthercomprising selecting a subsequent designated vehicle within theplurality of vehicles for charging.
 18. The system of claim 16, whereinthe first signal is sent to the designated vehicle based on the timestamp of the designated vehicle preceding time stamps of other vehiclesof the plurality or the current power level of the vehicle being lowerthan current power levels of other vehicles of the plurality.
 19. Thesystem of claim 16, wherein the second signal is sent to the designatedvehicle when the vehicle reaches a maximum charge.
 20. The system ofclaim 16, wherein the predetermined power level is based one or morefactors selected from a group consisting of: a desired pick up time; anamount of power needed for the designated vehicle to reach a subsequentdestination; an environmental characteristic in an area corresponding tothe desired use; a traffic condition in the area corresponding to thedesired use; a road condition in the area corresponding to the desireduse; and an expected type of driving for the desired use.